Reversible elevator system



Feb. 11, 1941. H. w. WILLIAMS ETAL REVERSIBLE ELEVATOR SYSTEM OriginalFiled May 28, 1938 13 Sheets-Sheet l iNVE NTORs flaro/ofMM/fibnms,Bani/o 50/27f/7/ and/6060 a h fones,

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ATTO Y H. W. WILLIAMS EIAL REVERSIBLE ELEVATOR SYSTEM Feb. 11 1941.

Original Filed May 28, 1938 13 Sheets-Sheet 9 mus WITNESSES:

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REVERSIBLE ELEVATOR SYSTEM Original Filed May 28, 1958 13 Sheets-Sheetl2 ATTO EY Feb. 11, 1941. I H. w. WILLIAMS zrm. 2,231,741

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Patented Feb. 11, 1941 UNITED STATES PATENT OFFICE REVERSIBLE ELEVATORSYSTEM corporation of Illinois Original application May 28, 1938, SerialNo. Divided and this application March 28, 1939, Serial No. 264,562

7 Claims.

This application is a division of our application Serial No. 210,646,filed May 28, 1938, and assigned to the Westinghouse Electric ElevatorCompany. I

Our invention relates to systems of control for electric elevators andmore particularly to such systems in which a number of elevator cars,operating together as a bank, are controlled by passenger-operated pushbuttons located at the various floor landings. Although not limitedthereto, our invention is particularly applicable to such elevatorsystems in which the elevator cars are driven at relatively high speedsby variablevoltage of other high-speed motive equipment and areautomatically stopped at the floors by automatic landing equipment ofequivalent apparatus. Such elevator systems provide the most efficientpassenger service available and find their principal application inoffice buildings and other tall structures having a large number offloors and a relatively large volume of passenger trafiic.

In such systems, in the absence of special control provisions which willbe described, there is a tendency for the various elevator cars todistribute the building trafiic unevenly, and, in the taller buildings,for the cars to become bunched and thus prevent reasonable uniformity ofspacing between the cars.

These systems also tend to provide better service at certain floors thanat others, particularly during the noon and evening rush periods, atwhich times a relatively large number of calls are registered atpractically all floors of the building within a relatively short periodof time. At such rush periods, each elevator car is filled to capacityby a relatively few stops, perhaps Considering a car leaving the upperterminal, such a car is usually required to make these few stops at theupper floors and so passes the lower floors without stopping. Because ofthe frequency with which calls are registered, the next car of theseries is also filled to capacity by three or four stops at upper floorsand so passes the lower floors without stopping. In the operation ofthese systems, therefore, the response to calls registered from lowerfloors of the building is delayed until most of the trafiic from theupper floors has received attention.

In order to provide more uniform service throughout the building duringheavy traffic peaks, the quota system, for limiting the number of callsassigned to an individual car has been devised. In accordance with thequota principle, each car is normally assigned a zone of (Cl. l8729)floors extending in advance of itself up to some point of reference suchas the next car travelling in the same direction, or, if no car is inadvance of it travelling in the same direction, up to the last cartravelling in the opposite direction. All corridor calls for service inthe corresponding direction of travel, registered at floors included ina cars zone, are assigned to the car as soon as registered, until apredetermined number, or quota, of calls is received. Upon receipt ofits quota of calls, the car loses its zone and cannot accept any furthercalls until it reaches a terminal. The zone of a car which has acceptedits quota of calls is transferred to the next following car, so that thezone of the latter extends from its own position, past the car havingits quota, up to the next preceding car travelling in the samedirection, or to some other reference point.

It has been found in practice that the quota system distributes theacceptance of calls between upper and lower floors satisfactorily duringheavy traffic conditions, and this system provides a more uniform timeinterval between the operation of a push button and the stopping of acar in response thereto, throughout the entire range of floors served bythe system. Because of this more uniform time interval, the percentageof stops which result in the picking up of a single passenger isdecreased; the average number of passengers picked up per stop isincreased; the average number of stops per trip is decreased; and theaverage number of trips for the system as a whole per unit time isincreased, as compared to corresponding values for systems otherwisesimilar but lacking the quota feature.

We have found, however, that during the outgoing rush periods, such asin the evening and at noon, the down calls are registered so rapidlythat in many cases a car receives its quota of down calls while it isstill travelling in the up direction. In such a case, the down callsconstituting the cars quota may all correspond to lower floors of thebuilding, and the car may be travelling upward empty. The upward tripmade by the car, above the highest call registered, to the upperterminal, as well as the downward trip from the upper terminal to thehighest call registered, accordingly, are ineffective to transferpassengers and represent lossof operating time.

A similar loss of operating time may occur during the incoming morningrush, when, after taking a car load'of passengers at the lower terminal,the car discharges its last passenger at the fioor corresponding to thehighest car call, and

then proceeds upward, empty, to the upper terminal, before returning tothe lower terminal. In such a case, the time required to operate the carbetween the floor corresponding to the highest car call and the upperterminal, in both directions, is wasted.

It is, accordingly, an object of our invention to provide a novelelevator system of the quota type, in which operation of a car on anupward trip, having its quota, is normally reversed at the floorcorresponding to the highest call assigned to the car.

A further object of our invention is to provide a novel elevator systemin which the cars normally operate to the upper terminal irrespective ofthe fioors for which up calls are registered, but, in which, duringperiods of heavy incoming traific, reversal of car direction may beeffected at the highest registered call.

We are aware of various elevator systems of the prior art, in which thecars may, under certain conditions, on upward trips, reverse at thefloor corresponding to the highest registered call. In all such systems,so far as we are aware, floor calls are not assigned to any particularcar, as soon as registered, but remain answerable by any car until someone car approaches within a predetermined distance of the calling floor.These systems, although eliminating a considerable amount of empty cartravel, may, under certain conditions so reduce the number of carsavailable to answer down calls at the upper floors, that inadequateservice is provided at such floors. As an example of such conditions,the case will be considered where three cars are moving upward, no uphall calls are registered, and a large number of down hall calls such asfifteen, is registered for floors above the position of the leading carmoving upward. Under these conditions, in the prior art systems, theleading car will continue upward to the highest registered downhallcall, but the trailing cars will reverse at some lower floor and startdownward. The leading car may be filled at the highest three or fourfloors at which down calls are registered, but no service will beprovided for the other registered down hall calls until the operator ofthe leading car operates a by-pass switch, or equivalent, which willthen cause any car moving upward to continue to the highest down hallcall remaining unanswered.

In the applicants system, under similar initial conditions, the fifteendown calls will be immediately assigned to a number of different carsmoving upward, and no car will be assigned more cells than its quota, oraverage number of calls which it can conveniently answer. For example,if the quota of each car is five calls. the fifteen down calls will bedivided among the three cars moving upward. Each car will then continueupward to the floor corresponding to the highest call of its individualquota, and reverse at such call. It will be seen that under the specificconditions described, the applicants system provides three cars toanswer the fifteen down calls whereas the prior art systems provide onlyone car.

Other objects of our invention will become evident from the followingdetailed description taken in conjunction with the accompanyingdrawings, in which:

Figure l is a diagrammatic view showing the arrangement of two elevatorcars A and B in a hatchway, and apparatus associated with the cars,

Figs. 2 to '7, inclusive, are diagrammatic views showing the circuitconnections of various electrical elements used in the practice of theinvention. These figures may be assembled vertically, in numericalorder, with Fig. 2 at the top to illustrate the circuit features of theinvention.

Figs. 2A to 7A are diagrammatic views showing the mechanicalrelationship of the coils and contacts of various relays shown in Figs.2 to 7, inclusive. Figs. 2A to 7A may be arranged beside thecorresponding Figs. 2 to 7, inclusive, to facilitate location of thevarious coils and contacts. The coils and contacts of Figs. 2A to 7A areat approximately the same levels, from top to bottom of the figure, asthe corresponding elements of Figs. 2 to 7.

In order to reduce circuit complications to a minimum, the controlcircuits for two cars A and B only, are shown herein. It will beunderstood, however, that similar circuits would be provided for eachcar of a bank, which might comprise, for example, six cars.

In order to eliminate unnecessary multiplication of parts for thevarious floors, the invention has been illustrated as applied to a bankof cars operating between first and fifth terminals. It will be obvious,however, that the system may be extended to include as many floors asdesired.

Wherever possible, the apparatus which is individual to car B has beengiven the same reference character as the corresponding element of carA, with the exception that the prefix B is used to indicate that theapparatus is individual to car B. As the prefix B distinguishes theapparatus individual to car B from corresponding apparatus of car A, theprefix A has been omitted from the reference characters associated withcar A in order to reduce the total of letters and figures making up eachreference character used in the description.

The control apparatus individual to car A, which is duplicated for theother cars, such as car B, is listed below and the control apparatuscommon to cars A and B is listed in a separate schedule.

Control apparatus individual to car A Down call storing relays gggagmogwm was:

S Stopping relay Down zoning relays Up pass relay P Pass relay Down passrelay Auxiliary pass relay Q Quota relay DE Down acceptance relay UE Upacceptance relay TT Upper terminal relay LT Lower terminal relay MSMaster switch MBP Manual by-pass switch T Auxiliary stopping relay HCRHigh call reverse relay H Call counting relay NCU No call up relay NCDNo call down relay FC Floor counting relay 5P 4P 3P 2P 1P HCI High callservice relay MHC High call service switch RS Reverse signal relayControl apparatus common to all cars Position relays Referringparticularly to Fig. 1 of the drawings, it will be observed that car Ais arranged to be supported in a hatchway by means of a cable l0 whichis passed over a sheave II and is counterweighted by means of acounterweight l2. The sheave I I is mounted for rotation with a shaft l3which is driven by a motor ME. A brake EB of the usual spring-operated,electromagneticallyreleased type, is provided for stopping furtherrotation of the sheave II when the motor MR is deenergized.

A floor selector l5, of any suitable type, is provided for commutatingvarious circuits of the system in accordance with the position of car A.As illustrated, the shaft I3 is extended and is arranged to operate abrush carriage I4 of the floor selector [5 by mechanically rotating alead screw l6. lhe brush carriage I4 is provided with a number of movingbrushes, each of which successively engages a row of stationarycontacts, corresponding to the floors of the building, upon movement ofthe car. For simplicity, only two moving brushes 50 and I0 and thecooperating two rows of contacts are illustrated, but it will beunderstood that in the system illustrated, as well as in practice, amuch larger number of brushes and rows of contacts is required. Otherforms of selectors may also be used.

In order to effect accurate stopping of car A at floor level, aslow-down inductor relay E and a stopping inductor relay F are mountedupon the car in positions to cooperate with suitable inductor platesUEP, DEP, UFP, DFP of iron or other magnetic material, mounted in thehatchway. The inductor relays E and F have normally incomplete magneticcircuits which are successively completed by the inductor plates UEP,UFP, etc., as the car approaches floor level. These relays are sodesigned that energization of their operating coils will not producecontact operation except at such times as the relay is opposite aninductor plate, thereby completing the relay magnetic circuit. Uponoperation of the relay contacts (such as El or E2) the contacts remainin operated condition until the relay operating coil is deenergized,even though the inductor relay moves away from the position opposite theinductor plate which completed its magnetic circuit. One pair of upinductor plates, such as UEP and. UFP is provided for each floor exceptthe lower terminal, and a pair of down inductor plates, similar to DEPand DFP, is provided for each floor except the upper terminal, theplates, of course, being properly spaced in the hatchway to providedesirable distances for slow down and stopping of the cars at thefloors. Other methods of controlling slow down and stop of the car maybe used if so desired.

In order to provide for registering calls at the floors, hall callbuttons are provided at each floor, intermediate the terminals, onebutton being provided for each direction of travel. As illustrated, thesecond floor is provided with an up hall call button 2U and a down hallcall but ton 2D. The other intermediate floors are similarly providedwith hall call buttons, and a single button is provided at the terminalfloors.

In order to start car A in either direction, a master switch MS isprovided within the car in a position convenient for control by theoperator. The master switch MS includes an energizing segment whichnormally stands in a central position but is operable to either of twostarting positions, the first in engagement with up contact member MSUfor starting car A in the up direction, and the second in engagementwith down contact member MSD for starting car A in the down direction.During ordinary operation, the master switch MS is moved to the properup or down starting position and held in such position until theoperator feels the car decelerating at which time the switch iscentered. If at any time the operator wishes to make an automatic stopat the next floor in advance of the car, he may do so by centering themaster switch MS.

Dispatching lights are also provided in the elevator car which indicateto the operator when his car is next to leave a terminal and when it isto start from a terminal. For this purpose, next up light NUL isprovided for signalling operation away from the bottom terminal, and,the next down light NDL is provided for signalling operation away fromthe top terminal and for signalling reversal of the car at the floorcorresponding to the highest registered call.

Apparatus shown in Fig. 2 of the drawings Referring particularly to Fig.2 of the drawings, it will be observed that on the left-hand side,control circuits are shown which are individual to car A. At theright-hand side, the circuits shown are individual to car B.

As shown, the motor MR is provided for an armature Ma which ismechanically connected to the shaft 13 for driving the sheave H. Thebrake EB is provided with a winding EBW which is energized onenergization of the motor MR. The motor MR includes the usual shunt-typernain field winding M which is connected for energization between supplyconductors LI and L2. The armature Ma of motor MR may be energized bymeans of a generator G which is provided with an armature Ga connectedin a loop circuit with the armature Me. In order to control thedirection and magnitude of the voltage generated by the armature Ga, aseparately exci-ted main field winding Si is provided for the generatorG. A field resistor R! is included in the circuit of field winding G1 inorder to provide speed control for the motor MR. The generator G isprovided with suitable apparatus for correcting the speed regulation ofmotor MR, shown for simplicity as a series field winding Gs.

The master switch MS, previously described as located in car A, is hereshown connected to selectively control the energization of the operating windings of an up reversing switch U and a down reversing switchD. The reversing switches U and D are provided with contact members, asillustrated, for reversing the connections of the generator fieldwinding G) to the conductors Li and L2, depending upon the direction inwhich it is desired to operate the elevator car. When either the up orthe down reversing switch U or D is energized, a brake relay M is alsoenergized to perform functions which will be set forth hereinafter. Thecommon circuit of reversing switches U and D and brake relay M includesthe usual safety devices indicated diagrammatically at SDY.

In order to apply the maximum voltage to the main field winding GF, ahigh speed relay V is provided, which is energized on energization ofeither the up or the down reversing switch U or D to short-circuit theresistor RI, connected in series circuit relation with the generatorfield winding G).

A pair of mechanical limit switches VTU and. VTD are provided forinterrupting the circuit of the high speed relay V when the car reachesa proper slow down point in advance of the upper and lower terminals,respectively, and a pair of stopping limit switches STU and STD areprovided for opening the circuits of the reversing switches U and D atthe limits, in accordance with the usual practice.

For the purpose of performing certain functions which depend upon thedirection of movement of the elevator car, up and down directionpreference relays W and X, respectively, are provided. The operatingwindings of these relays are controlled, respectively, by a limit switchSGT, individual to the top terminal, and a limit switch 3GB, individualto the bottom terminal. Each of the limit switches 3ST and 33B isarranged to be opened when car A is at the corresponding terminal,thereby interrupting the circuit of the direction preference relay W orX corresponding to the direction approaching the terminal. The directionpreference relays W and X are so interlocked that upon opening of one,the other will close.

As set forth hereinbefore, each car is provided with a slow-downinductor switch E and a stopping inductor switch F, the operating coilsof which are arranged to be energized on operation of a stopping relayS, (contacts SI of which only are shown in Fig. 2) and an auxiliaryrelay G. The stopping relay S is arranged to be operated upon approachof the car A to a floor for which a hall call is registered, as will beset forth hereinafter. Since the stopping relay S is operated onlymomentarily, the auxiliary relay G is provided for maintaining theenergizing circuit for the operating windings of the slow-down andstopping inductor switches E and F.

In addition to the apparatus shown for controlling the inductor relays Eand F in response to hall calls, suitable apparatus is provided forcontrolling these relays in response to car calls registered from withinthe car A. This apparatus includes an auxiliary stopping relay T,contacts TI of which are shown in Fig. 2, which serves a functionsimilar to that of stopping relay S, but in response to calls registeredwith the car.

As mentioned above, next up lamp NUL is provided for indicating to theoperator that his car is next to move in the upward direction when thecar is at the lower terminal. The next down lamp NDL is provided forindicating that the car is next to leave in the down direction when thecar is standing at the upper terminal, and also to indicate that the caris to move down- Ward on an upward trip, in response to operation of thehigh call reversal apparatus.

An upper terminal relay TT, which is controlled by a floor selectorsegment TTS and a moving floor selector contact TC, is provided forcommutating certain circuits of the system when the corresponding car isat the upper terminal. A lower terminal relay LT is provided forsimilarly commutating circuits when the car is at the lower terminal.

A plurality of car button reset coils CC, 40C, 3CC and 200 are providedfor resetting the car call push buttons (described hereinafter inconnection with Fig. 6) at the end of each trip in the upward ordownward direction. The car button resetting coils 50C, etc., arenormally deenergized and are energized only momentarily when the car isarriving at the upper or lower terminal.

Apparatus shown in Fig. 3 of the drawings An upper terminal call storingrelay 5DR, which is energized by means of a call button 5D located atthe upper floor, is provided for registering corridor calls for serviceat the upper terminal, and a plurality of up call storing relays AUR,3UR, ZUR and IUR, which similarly respond to operation of push buttons4U, 3U, 2U and lU, are provided for registering calls for service at thefloors of corresponding number.

The upper terminal call storing relay 5DR is so designed that itscontacts operate in response to energization of its main operating coil,indidicated by the reference character 5BR, and remain operated as longas the operating coil EDR remains energized, provided that aneutralizing coil SDRN of the relay remains deenergized. If, while theoperating coil 5BR is energized, the neutralizing coil SDRN also becomesenergized, the closing force of the operating coil 5BR is overcome bythe opposing force of the neutralizing coil 5DRN, and the relay contactsare all restored to non-operated condition. Similarly, interruption ofthe circuit of the operating coil EDR, when the neutralizing coil SDRNis deenergized, will restore the relay contacts to nonoperatedcondition. The up call storing relays AUR, 3UR, etc., are of similarconstruction to the upper terminal call relay 5DR. The neutralizingcoils SDRN, etc. are controlled by floor selector segments 65, etc., anda moving selector brush 60, in such manner that the neutralizing coils5DRN, etc. can only be energized when a car is standing at thecorresponding floor.

A plurality of down call storing relays 4DR, 3BR and ZDR, are providedfor registering calls for service in the down direction. The down callstoring relays 4BR, etc., are similar in construction to the up callstoring relays 4UR, 3UR, etc., but are provided in a plurality of groupscorresponding to the dilferent cars, whereas the up call storing relaysare common to all the cars of the bank. The neutralizing coils lDRN,etc., of the down call storing relays 4BR, etc., are controlled byselector segments 66, etc., and selector moving contacts 59, etc., ofthe corresponding individual car in such manner that the neutralizingcoils dDRN, etc., can be energized only when the correspondingindividual car is at the floor of the same number as the relay.

The down call storing relays for any one floor,

such as relays 4DR and B IDR corresponding to the fourth floor, areinterlocked in such a manner that only one can be closed at a time. Thecircuits for interlocking these relays are controlled by zoning relayswhich will be hereinafter described in connection with Fig. 4.

Referring to the lower part of Fig. 3, a stopping relay S is providedfor engaging an automatic stopping operation of the car as it approachesa floor for which one of the call relays 4UR, etc., 4DR, etc., isoperated.

The stopping relay S is controlled by floor selector segments 14, 13,etc., and a selector moving contact 10, in such manner that the relay Smay be energized when the corresponding car (car A) is approaching anyfloor in the upward direction and is slightly more than the slow-downdistance in advance of the floor. Selector segments I15, I14, etc., anda selector moving brush I10 provide for similar operation of thestopping relay S when approaching floors in the downward direction.

Apparatus shown in Fig. 4 of the drawings A bank of zoning relays SDY,4DY, 3DY and 2DY is provided for assigning the zone extending downwardfrom the upper terminal to car A, and a similar bank of zoning relays isprovided for each of the other cars of the system. The

. zoning relay 5DY corresponding to the upper terminal is provided withonly one coil and operates its contact to closed position when the coilis energized and to open position when the coil is deenergized in theusual manner. The zoning relays 4DY, 3DY and 2DY for the lower floors,however, are of similar construction to the call relays 4UR, etc.,described in connection with Fig. 3. The zoning relays 4DY, 3DY and 2DYare controlled by selector segments 84, 83, etc., and by a selectormoving contact 80 in such manner that the corresponding neutralizingcoils 4DYN, etc., can be energized only when the corresponding car (carA) is at the floor of equivalent number.

The zoning relays 5DY, QDY, 3DY and ZDY are so interlocked that uponclosure of any relay of the sequence, the relay of next lower number inthe sequence is automatically closed. For example, when relay 5DY isclosed, it completes a circuit for relay 4DY which closes, and thelatter relay completes a circuit for relay 3DY, etc. Each of the relayslDY, 3DY and ZDY, in closing, however, establishes a holding circuit foritself independent of the contacts of the next preceding relay in theclosing sequence.

A quota relay Q is provided for totalizing the number of calls assignedto the individual car A, and for preventing the assignment of furthercalls thereto when the total exceeds a predetermined number. For thispurpose, the quota relay Q is connected to be energized by means of aplurality of branch circuits, each of which includes a quota resistorR4DR, R3DR. or RZDR.

' The number of branch circuits utilized depends upon the number offloors served by the elevator car, and in an actual installation wouldbe quite large, although in the simplified circuit shown only threebranch circuits are utilized. In an average elevator installation, thenumber of calls registered required to operate the quota relay would beof the order of 3 to 10, but in the simplified system shown it will beassumed that two calls constitute the quota of car A. The quota relay Q,accordingly, is designed to remain open as long as only one branchcircuit, such as. that traversing the quota resistor RGDR is complete,but to close when any two of the branch circuits are completed.

An up pass relay PU is provided for causing car A to pass any car callsregistered for the upward direction of car travel when a manual bypassswitch MBP, on the car, is operated.

A pass relay P, which is similarly controlled by the manual bypassswitch MBP, is provided for causing car A to pass any car calls for thedownward direction, when the switch MBP is actuated. The pass relay Palso serves to automatically transfer any calls, initially assigned tocar A, which for any reason remain unanswered by car A after the latterhas left the corresponding floor, to the car having the zone immediatelyabove that of car A, as will hereinafter be explained. This transferoperation is effected by means of a moving selector contact I80 whichengages a stationary selector segment 18! when car A is at some pointbetween the second floor and the lower terminal floor.

A down pass relay PD and an auxiliary pass relay PX, which areassociated with the up pass relay PU and the pass relay P, are alsoshown on Fig. 4.

Referring to the lower part of Fig. 4, a reverse signal relay BS isprovided for operating the next down lamp NDL (Fig. 2) when car A is atsome floor below the upper terminal on an upward trip, and a reversal ofdirection of car movement is indicated by operation of thehigh callreverse relay HCR (to be described in connection with Fig. '7).

Apparatus showing in Fig. 5

' A plurality of position relays 5P, 1P, 3P, 2P and IP, controlled bysegments and contacts of the floor selector i5 (Fig. 1), is provided forcommutating certain car call circuits described in connection with Fig.6, when the car is at various floors served thereby. The moving contactI05 which successively effects the energization of the position relaysIP, 2P, etc., during movement of the car A past the floors ofcorresponding numher, is connected in circuit with a floor countingrelay FC, which operates upon each engagement of the moving contact I05with one of the stationary segments I06, I01, etc., connected to thevarious position relays IP, 2P, etc.

A pair of down common zoning relays lDZ and ZDZ, and a pair of up commonzoning relays IUZ and ZUZ, are provided for controlling the en.-ergization of the acceptance relays DE, UE, etc., which will hereinafterbe described in connection with Fig. '7. The relays IDZ and ZDZ arecontrolled in accordance with the position of the car by means ofselector moving contacts 90 and ISO, in cooperative relationship withstationary floor selector segments 93, 94, etc., and IN, I02, etc.,respectively.

Apparatus shown in Fig. 6

The auxiliary stopping relay T, heretofore mentioned in connection withFig. 2, is shown at the top of Fig. 6. The auxiliary stopping relay Tserves a iunction similar to that of stopping relay S (described inconnection with Fig. 3) in initiating operation of the automatic slowdown and stopping apparatus upon approach of car A to a calling floor.The auxiliary stopping relay T; however, is controlled in response tocar call buttons 5C, 40, 3C, 2C and 10, which are shown in the upperpart of Fig. 6, rather than in response to the call storing relays towhich the stopping relay S responds.

The car call buttons 59, 5C, etc., are of such type that when pressedthey automatically latch in closed position, and remain so latched untilthe corresponding release magnet 50C, 4C0, etc. (described in connectionwith Fig. 2) is energized. As the release magnets 5C0, ZCC, etc., areenergized momentarily only as the car A is approaching the upper andlower terminals, it will be seen that any operated car button remains inoperated condition until the corresponding car approaches the terminalin its direction of car travel.

The car call buttons 50, 46, etc, control a plurality of floor selectorsegments i251, I24, etc, which are engaged successively by a movingfloor selector contact I20 as the car A passes the corresponding floors.The floor selector segments I25, I24, etc, are preferably of greaterlength than the segments H6, I89, etc., associated with the positionrelays 5P, 4P, etc., of Fig. 5, in order to provide for energization ofthe call counting relay I-I slightly before energization of the positionrelays 5P, 4P, etc., for the corresponding floor upon approach of thecar to the corresponding floor.

The call counting relay H, shown in the upper part of Fig. 6, iscontrolled by means of back contacts F632 of the floor counting relayFC, in such manner that it closes each time the floor counting relay FCbecomes deenergized. The call counting relay H, accordinglyautomatically closes and opens as the car passes each floor in thehatchway during travel of the car in either the up direction or the downdirection.

A no-call up relay NCU is provided for commutating certain circuitsassociated with car A, when the latter is in a position in the hatchwaysuch that no up corridor calls for floors in advance of the car in theupward direction are assigned to car A. The no-call up relay NCU iscontrolled by stationary segments I34, I33, etc, and by a bridgingcontact member i36 of the floor selector l5 (Fig. l), and by backcontact members 5DR4, EURJ, etc. of the upper terminal call relay 5BRand the up call relays 4UR, 3UR, etc.

A no-call down relay NCD, which is controlled similarly to the no-callup relay, is provided for commutating certain circuits of car A when nodown calls, assigned to car A are registered for fioors above the floorat which car A is located. The floor selector moving contact hi0, whichcontrols the no-call down relay NCD, is of sufficient length to bridgesuccessive stationary segments 14], i l-2, etc, and the correspondingmoving contact E30, associated with the no-call relay NCU is of similarlength.

The no-call up relay NCU and no-call down relay NCD may be utilized toperform any of a number of operations in connection with the control andsignal apparatus, depending upon the particular type of elevator systemin which they are utilized. In the specific circuit shown, the relaysNCU and NCD act through a high call reverse relay HCR (to be describedin connection with Fig. 7) to control the automatic stopping of the carat the floor where the highest call assigned the-eto is registered,under certain conditions, to prepare for downward operation of the carat the floor where the highest call assigned to the car is registered,and to prepare signals indicative of downward movement of the reversingcar.

Apparatus shown in Fig. 7 of the drawings Referring to the upper part ofFig. '7, a big call service relay P101 is provided for preparing thecircuits of car A so that the car will reverse at the floorcorresponding to its highest registered call, whether or not car A hasbeen assigned its quota of two calls. The high call service relay HCI isused principally in the morning or at other times when the elevatortraflic is largely incoming, and is controlled by a high call serviceswitch MHC which may be located in the car or at some locationconvenient to the dispatcher.

In order to effect reversal of car A at the floor corresponding to itshighest registered call, when the car has its quota of calls and alsowhen the high call service relay HCI is energized, the high call reverserelay HCR mentioned above is provided. The high call reverse relay HCRcan be closed only when car A is travelling in the upward direction oris on an up trip, as indicated 'by closure of the up directionpreference relay W and is controlled by contacts of the no-call up relayNCU, the no-call down relay NOD, the call counting relay H and backcontact members of the auxiliary stopping relay T, in a manner whichwill be hereinafter more fully explained.

The down acceptance relay DE, shown in the upper central part of Fig. 7,is provided for indicating the time at which car A is selected forstarting from the upper terminal, and together with the correspondingacceptance relay BDE for car B, prevents both cars A and B from beingdispatched from the upper terminal at the same time. The down acceptancerelays DE and BDE determine the order of departure of the cars A and Bfrom the upper terminal, in advance of the arrival of either car A orcar B at the latter terminal, in accordance with the order in which thetwo cars enter various zones determined by the common zoning relays lUZand ZUZ.

A pair of up acceptance relays UE and BUE, similar in function to thedown acceptance relays BE and DBE are utilized for determining the orderin which the cars A and B are dispatched from the lower terminal.

Operation of the system It will be assumed that initially cars A and Bare both standing at the lower terminal, and that the car A was thefirst to arrive at the latter terminal and has the signal correspondingto energization of the next up lamp NUL, (Fig. 2) indicating that it isthe next car to depart in the upward direction. It will also be assumedthat no 11p calls or down calls are initially registered, and that thehigh call service switches MHC for car A (Fig. 7) and BMHC for car B areboth in open position. As car A is standing at the lower terminal, acircuit is completed for the lower terminal relay LT (lower part of Fig.2) which may be traced as follows:

Ll, TC, LTS, LT, L2

In response to completion of this circuit, the lower terminal relay LTcloses to effect closure of its contacts UN and opening of its backcontacts LTZ (Fig. 4), both of which operations are at this timeineiTective, and to complete a circuit for the up acceptance circuit UEby means of its contacts LT3 (Fig. 7). The latter circiut may be tracedas follows:

Ll, UE, BUE3, HCRE, I61, I50, LT3, L2

In response to completion of the latter circuit, the up acceptance relayUE closes .to complete a circuit for the next up lamp NUL (Fig. 2) bymeans of its contact members UEI; to complete a circuit for the downcommon zoning relay IDZ (Fig. 5) by means of its contact members UEZ; toestablish a holding circuit for itself by means of its contact membersUE4 (Fig. 7) and to open its back contacts UE3 (Fig. '7) which lattercontacts are at this time ineffective. The holding circuit establishedby the up acceptance relay UE, in closing, may be traced as follows(Fig. 7)

LI, UE, BUE3, HCRG, UE I, LT3, L2

As car A is standing at the lower terminal, a circuit is also completedfor the up directional preference relay W (Fig. 2), which may be tracedas follows:

LI, D6, XI, HCRI, W, 30T, L2

In response to completion of the latter circiut, the up directionpreference relay W closes to effeot opening of its contact members WI(Fig. 2) and W2 (Fig. 2), both of which are at this time ineffective; toeffect closure of its contact members W3, W4, W5, W6, W1 and W8, all ofwhich are at this time ineffective to initiate any operation; and tocomplete a circuit for the down acceptance relay DE by means of itscontact members W 9 (Fig. '7) which circuit may be traced as follows:

Car at lower terminal takes down zone In response to completion of thecircuit for down acceptance relay DE, traced above, the latter relaycloses to efiect closure of its contact members DEI (Fig. 2) which areat this time ineffective to initiate an operation; to complete a circuitfor the down zoning relay 5DY (Fig. 4) by means of its contact membersDE2; to complete a circuit for the up common zoning relay IUZ by meansof its contact members DEA (Fig. 5); and to establish a holding circuitfor itself by means of its contact members DE5 (Fig. '7). The circuitfor down zoning relay 5DY (Fig. 4) may be traced Ll, 1on2, 5DY, PXI, Pm,L2

Upon completion of the latter circuit, the down zoning relay 5DY closesto complete a circuit for the down zoning relay 4DY of next lower numberin the sequence, which circuit may be traced as follows (Fig. 4)

LI, 4DY2, B4DY2, SDYI, my, PXi, PD3, L2

The down zoning relay 4DY for the fourth floor, accordingly, closes toestablish a holding circuit for itself by means of its contact members4DY3 (Fig. 4), and to complete a circuit for the down zoning relay 3DYof the next lower number in the sequence, by means of its contactmembers 4DY5 (Fig. 4). Similarly the down zoning relays 3DY (Fig. 4) and2DY (Fig. 4)

successively close to complete holding circuits for themselves.

As mentioned above, the down acceptance relay DE, in closing, completeda circuit for the up common zoning relay IUZ (Fig. 5), and the latterrelay accordingly operates to energized position, opening its backcontact members IUZI (Fig. 7) and IUZZ (Fig. 7), both of which areineffective to perform any operation additional to the preparation ofthe circuits, at this time.

As car A is standing at the lower terminal, a circuit is also completedfor the position relay IP and the floor counting relay FC (Fig. 5) whichcircuit may be traced as follows:

The position relay IP and the floor counting relay FC' accordinglyoperate to close positions, but both of the latter relays are at thistime in effective to perform any operation additional to the preparationof circuits.

As no up calls are registered at this time, a circuit is completed forthe no-call up relay NCU (Fig. 6), which circuit may be traced asfollows:

LI, EDRA, 4UR4, 3UR4, ZURA, I3I, I30, NCU, L2

A similar circuit for the no-call down relay NCD (Fig. 6) is alsocompleted, and both relays NCU and NCD close to prepare the circuit ofthe high call reverse relay HCR. (Fig. 7) for subsequent closure.

In the sequence so far described, cars A and B are both standing at thelower terminal and the following relays and switches are in energizedcondition:

LT, UE, IDZ, W, DE, 5DY, ADY, 3DY, 2DY, IUZ,

IP, FC, NCU, and NCD As indicated above, the next up lamp NUL for car Ais energized.

Registration of hall call It will be assumed that a prospectivepassenger at the fourth floor presses the hall button 4D, therebyregistering a call for the down direction and completing a circuit forthe down call'storing relay 4DR (Fig. 3), which circuit may be traced asfollows:

LI, 4D, ADRI, B IDRI, 4DYI, 4BR, L2

The down call storing relay ADR accordingly closes to open its contactsIDRI (Fig. 3) to close its contacts ADRZ (Fig. 3) to establish a holdingcircuit for itself by means of its contact members 4DR3 (Fig. 3) toclose its contact members 4DR4 and 4DR5 (Fig. 3) to register a call onthe quota relay Q by means of its contact members 4DR6 (Fig. 4) and todrop out the no-call down relay NCD (Fig, 6) by means of its contactmembers 4DRI. The holding circuit for down call relay IDR established byclosure of its contact members 4DR3 (Fig. 3) may be traced as follows:

LI, PDI, 4DR3, 4BR, L2

Starting of car The operator of car A having the next up sig nal maystart his car in the upward direction by rotating the car switch MS(Fig. 2) in the counter-clockwise direction, thereby causing the carswitch segment to engage the contact member MSU to complete a circuitfor the up direction switch U and the brake relay M which will beobvious from the figure, and the up direction switch U and brake relay Maccordingly close.

The up direction switch U, in closing, establishes an energizing circuitfor the brake release winding EBW (Fig. 2) by means of its contacts UI;completes a circuit for the main generator field winding Gf in serieswith the accelerating resistor RI by means of its contacts U2 and U3(Fig; 2); and completes a circuit for the high speed relay V (Fig. 2) bymeans of its contact U4.

The brake relay M, in closing, prepares the common circuit of "auxiliaryrelay G and inductor relays E and F (Fig. 2) for subsequentenergization, by means of its contact members MI closes its contactmembers M2 in the circuit of up

